Airport (less than 10 km from airport)

The airplane impacted slightly rising terrain in a 15° left bank, slight nose up attitude while descending shortly after takeoff in dark night IMC. There were rain and snow showers in the area and it was devoid of visible ground reference lights. The difference between the takeoff heading and the impact heading was 75° and the airplane had traveled 3,987 feet from the departure end of the runway at initial impact. The wreckage subsequently traveled an additional 837 feet through the brush. The pilot stated that the takeoff was normal in all aspects and all of the airplane systems were operating normally. He stated that the last thing he remembered was passing through 8,500 feet with a rate of climb of 1,500 feet per minute. The airport elevation was 7,091 feet. He did not recall the radio altimeter alert or the warning light activating. No evidence of pre-impact failure or malfunction was found during the investigation. Rescue of the occupants were delayed due to the weather, darkness, and spurious elt signals masked by the wreckage.

After landing at Iquitos-Coronel Francisco Secada Vignetta runway 06, the crew started the braking procedure when, at a speed of about 100 knots, the nose gear collapsed. The aircraft slid for few dozen metres before coming to rest. All six occupants escaped uninjured and the aircraft was damaged beyond repair.

Suffered a landing accident at Brest-Guipavas Airport. There were no casualties.

On approach to Tumaco-La Florida Airport, at a height of about 100 feet, the aircraft entered an uncontrolled descent and struck the runway surface. The crew was able to complete the braking procedure, vacated the runway and stopped the aircraft on the apron. All 92 occupants evacuated when the right wing partially failed. Few passengers were injured and the aircraft was later considered as damaged beyond repair.

The descent to Athens-Ellinikon was initiated by night and marginal weather conditions with mist. On approach, the captain informed ATC he was established on the ILS runway 33R when he realized something was wrong and initiated a go-around. This decision was too late and the aircraft struck the slope of Mt Hymettus (2,000 feet high) located 4,8 km southeast of the airport. The aircraft disintegrated on impact and all seven occupants were killed.

USAir flight 405 was scheduled to depart Jacksonville, FL (JAX) at 16:35 but was given a ground delay because of poor weather in the New-York-LaGuardia (LGA) area and was further delayed in order to remove the baggage of a passenger who chose to deplane. The Fokker F-28 jet departed Jacksonville at 17:15 and was cleared into the LaGuardia area without significant additional delays. The first officer accomplished an ILS approach to LaGuardia's runway 04 to minimums and initiated braking on the landing roll. Ramp congestion delayed taxiing to the parking gate. The airplane was parked at Gate 1 at approximately 19:49, 1 hour and 6 minutes behind schedule. After the airplane was parked at Gate 1, the line mechanic who met the flight was advised by the captain that the aircraft was "good to go." The captain left the cockpit and the first officer prepared for the next leg to Cleveland , OH (CLE) that had originally been scheduled to depart at 19:20. Snow was falling as the F-28 was prepared for departure. The airplane was de-iced with Type I fluid with a 50/50 water/glycol mixture, using two trucks. After the de-icing, about 20:26, one of the trucks experienced mechanical problems and was immobilized behind the airplane, resulting in a pushback delay of about 20 minutes. The captain then requested a second de-icing of the airplane. The airplane was pushed away from the gate to facilitate de-icing by one de-icing truck. The second de-icing was completed at approximately 21:00. At 21:05:37, the first officer contacted the LaGuardia ground controller and requested taxi clearance. The airplane was cleared to taxi to runway 13. At 21:07:12, the flightcrew switched to the LaGuardia ground sequence controller, which they continued to monitor until changing to the tower frequency at 21:25:42. The before-takeoff checklist was completed during the taxi. Engine anti-ice was selected for both engines during taxi. The captain announced that the flaps would remain up during taxi, and he placed an empty coffee cup on the flap handle as a reminder. The captain announced they would use US Air's contaminated runway procedures that included the use of 18 degrees flaps. They would use a reduced V1 speed of 110 knots. The first officer used the ice (wing) inspection light to examine the right wing a couple of times. He did not see any contamination on the wing or on the black strip and therefore did not consider a third de-icing. Flight 405 was cleared into the takeoff and hold position on runway 13 at 21:33:50. The airplane was cleared for takeoff at 21:34:51. The takeoff was initiated and the first officer made a callout of 80 knots, and, at 21:35:25, made a V1 callout. At 21:35:26, the first officer made a VR callout. Approximately 2.2 seconds after the VR callout, the nose landing gear left the ground. Approximately 4.8 seconds later, the sound of stick shaker began. Six stall warnings sounded. The airplane began rolling to the left. As the captain leveled the wings, they headed toward the blackness over the water. The crew used right rudder to maneuver the airplane back toward the ground and avoid the water. They continued to try to hold the nose up to impact in a flat attitude. The airplane came to rest partially inverted at the edge of Flushing Bay, and parts of the fuselage and cockpit were submerged in water. After the airplane came to rest, several small residual fires broke out on the water and on the wreckage debris.

The crew completed a non precision approach to Žilina Airport in rainy conditions with a strong tailwind. As the aircraft was too long for landing, the crew decided to force the aircraft to land when it struck the runway surface and bounced to a height of 7 metres. It came down again and the nose gear touched the ground first and was torn off upon impact. Out of control, the aircraft veered to the right and came to rest in a grassy area. All nine occupants were rescued and the aircraft was damaged beyond repair.

Upon landing, the left main gear collapsed. The aircraft slid for few dozen metres before coming to rest. All 14 occupants escaped uninjured while the aircraft was damaged beyond repair.

After a series of instrument procedures, the flight returned to Knoxville and landed. On the next takeoff, the first officer dropped the airplane's checklist and the check airman elected to continue the flight without using the checklist. On the next visual approach, the check airman and first officer attempted a landing without lowering the landing gear. The airplane touched down and both propeller assemblies struck the concrete runway surface. The pilot reported the gearup touchdown to the control tower and elected to go around. During the climbout the check airman lowered the landing gear, established a teardrop pattern for the opposite runway and feathered the right propeller. Crash fire rescue (cfr) equipment was alerted and was in position for the second landing attempt. While on short final, the check airman called for max power, a reduction in the flap setting, and initiated a single engine go-around below 200 feet. There is no operational procedure for a single engine go-around below 200 feet. The airplane climbed briefly and crashed inverted about 7,500 feet from the approach end of the runway. Both pilots were killed.

The crew departed Wilmington-Air park (Clinton County Airport) on a local training flight. On final approach to runway 22, the crew forgot to lower the undercarriage and the aircraft landed on its belly. It slid for few dozen yards and came to rest on the main runway. All three occupants escaped uninjured while the aircraft was damaged beyond repair.